High-pressure-feed oil-engine.



H. ENGEL.

HIGH PRESSURE FEED OIL ENGiNE. APPLICATION man MAR. 15, 1913.

1,93,59'1 Patented 0ct.16,1917.

WITNESSES:

INVENTOR ED srnrns PATEN HENRY ENG-EL, OF NEW ROCHELLE, NEW YORK, ASSIGNOB TO ENGEL CRUDE OIL ENGINE COMPANY, INC., OF NEW YORK, N. Y., A CORPORATION OF NEW YORK.

HIGH-PRESSUBE-FEED OIL-ENGINE.

Specification of Letters Patent. Patented Oct. 16 3, 1917.

- Application filed March 15, 1913. Serial no. 754,560.

new and useful Improvements in High" Pressure-Feed Oil-Engines, of which the following is a clear, full, and exact description.

This invention relates to a liquid fuel motor, and one of the objects of the invention is to provide an arrangement whereby the fuel can be fed or injected in small quantities into the combustion chamber without necessitating the employment of compressed air such as frequently employed for this general purpose.

Among the many other objects of the invention, one of my objects is to provide means for controlling the time in which the fuel passes into the combustion chamber.

A further object of the invention is to provide for controlling the quantity of fuel which passes into the combustion chamber through the agency of the governor of the motor.

The general object of the invention is to provide a motor of this class which is very simple in arrangement and efiicient in operation.

Further objects of the invention will appear more clearly from a thorough understanding of the invention.

The invention consists in the general combination of parts or in the features of said parts hereinafter described, all of which contribute to produce an efficient liquid fuel motor.

A preferred embodiment of my invention i will be particularly described in the following specification, while the broad scope of my invention ,will be pointed out in the appended claims.

.ln the drawings, Figure l is a vertical section through a motor embodying my invention tailgi' I Fig. 3 1s a side elevation and partial section showing certain parts in detail.

Fig. 4 is a detail view broken away showing a lever which operates the pump.

Referring more particularly to the parts, 1 represents a motor which may be of any construction or form. The illustration represents the invention as applied to a motor having a cylinder 2 with a reci rocating piston 3 which drives a crank-aha 4. The head 5 of the motor or engine presentsa combustion chamber 6 in which the charge of fuel is consumed or exploded to exert a driving pressure on the upper face of the piston 3. The engine represented is a twocycle engine.

In applying my invention to such a motor, I prefer to provide a fuel chamber 7 adjacent the combustion chamber and preferably mounted in the side thereof, as shown. normally out off "from communication with the combustion chamber by means of a small valve 8 which, when open, permits the injection of a small quantity of fuel in the combustion chamber.

" 7 Before passing into the fuel chamber 7,

the fuel is preferably highly heated by a special heating device which may be in theform of a double wall tube 9 which projects into the combustion chamber so that when the charge is consumed, the tube is substantially surrounded with the hot gases. The inner tube 10 is supplied with fuel by a suitable pipe 11, and after the fuel passes from the open end of the tube 10, it passes back toward the outer end of the tube and then passes by duct 12 into the fuel chamber 7. The fuel is supplied to the supplypipe 11 preferably through the agency of a pump 13 which may be actuated from some moving part of the motor. present instance I have represented the pump as having a reciprocating plunger 14 on each double stroke of which fuel is drawn in through a check valve 15, and forced through check valve 16 and thence into the This fuel chamber is preferably I In the gag cient to force or inject a quantity of fuel through the valve 8 into the combustion chamber.

The valve 8 is preferably actuated automatically by driving it from a moving part rel of the pump 13 communicates by duct 17 preferably with a cylinder 18 having a plunger 19 which is moved upwardly by the pressure exerted. Said plunger 19 performs the function of a valve-stem to rock a rock-lever 20 or any other similar means for connecting with the stem 21 of the valve 8. When no pressure exists in the barrel of the pump 13, a spring 22 returns the valve 8 and holds it upon its seat. It will be seen that by this arrangement I virtually control the movement of opening of the valve by the pressure existing in the fuel chamber 7 for the r'eason that pressure cannot be developed' in the pump barrel until it is first developed in the fuel chamber or in the piping or connections connected therewith. The valve-stem guide 21 may limit the opening movement of the valve 8. y

The plunger 14 of the pum 13 may be driven in any desired manner, butI prefer to drive it through the agency of a lever 23 having its fulcrum on a fulcrum-block 24, and this fulcrum-block is arranged to be controlled by means of the governor 25 of the engine so that when the engine is running at too high a speed, the governor stem 26 will be raised and bring the fulcrum-block 24 nearer to the plunger 14 so that the stroke of the plunger will become reduced. The lever 23 is preferably bifurcated so that it presents a part such as a fork 27 on each side of the axis of the plunger, 14, said forks 27 being arranged to engage the transverse pin 28 passing through an enlarged neck 29 formed on the plunger. A spring 30 or similar means is arranged for holding the plunger in a. withdrawn position. The lever 23 is preferably rocked by means of a collar 31 which is mounted so as to have a limited sliding movement on the end of the crank-shaft 4. This member 31 rotates with the shaft and is provided with a loose ring 32 having radial pins 33 which operate the forks 34 at the lower end of the lever 23. This member 31 and consequently forks 27 are preferably given a slight shifting movement longitudinally of the axis of rotation of the collar or wheel 31 necessary to operate the pump by means of a cam 35, said cam being preferably in the form of a disk such as illustrated in Fig. 2 and having two cam abutments 36 and 37 which are d p se on difi'er nt radii unease? member 31' with each revolution of the crank.

The cam-operated member 31 is preferably provided with rollers 38 and 39 which may be set radially and which cooperate respectivel with their corresponding abutments.

A ter each movement of the cam-operated member 31 toward the left, it is returned to its normal position preferably by means of a spring 40 which spring exerts its force upon the cap 41 engaging the member 31 in any suitable manner.

I provide for controlling the general time in which the opening of the valve 8 and the consequent injection of fuel occurs. I prefer to accomplish this simply by shifting the cam 35 circumferentially on the axis of the shaft, that is I adjust the cam so as to advance or retard the moment of injection with respect to the position of the piston and crank. In this way I produce an efiect similar to that of advanclng or retarding the spark in an ordinary explosion engine.

This adjustment of the cam is most, conveniently secured by providing the periphery of the cam with teeth so that it virtually becomes a worm-wheel cooperating with the Worm 42 which maybe adjusted by crank 43 or any other desired means.

In order to provide a large wearing surface at the fulcrum-block 24, I prefer to arrange the parts as illustrated in detail in Fig. 3, the block 24 being formed with a fiat'face lying against a part of the frame, and having on its opposite side a circumferential face 24? over which is received an arc-shaped shoe 24*, said shoe having ears 24 which are secured by pivot bolt 24 which is secured on the axis of the circumferential face 24. On the outside of the shoe 24", the side of the lever 23 rests. On account of this construction, the shoe 24 can shift along the surface on the block and this relieves the wear of any movement which might occur on the simple pivot suchas the bolt 24 The upper end of the piston 3 is provided with an abutment 3 which extends up around the inwardly projecting tube 9 so as to reduce the clearance and bring about a more effective compression in the combustion chamber. In this connection it should be understood that on each down stroke the piston uncovers a scavenging port 44, and the rush of air through this port by reason of the compression taking place in the crank case 45 drives the gases of combustion out of the cylinder through the exhaust port 45. Any suitable igniting means for the charge may be employed, but I prefer to permit the charge to be consumed or exploded simply fromcontact with the heatedparts of the head 5. In order to insure ignition of the charge, I prefer to provide the interior of the combustion chamber with inwardly projecting webs or fins which may be arranged on the side toward the port 44 only. so that they also assist the scavenging action of the air current when it is deflected 11D- wardly into the combustion chamber by the abutment 3.

I consider that a motor operated by heat ed liquid fuel injected without the use of compressed air is highly advantageous on account of the fact that there is no absorption of heat due to the expansion of the air which always occurs when air is employed. Furthermore on account of the fact that the fuel is heated in the closed fuel chamber and only a small quantity being heated at one time a very high. temperature can be attained rendering the fuel very highly fluid. This of course greatly facilitates the injection and prepares the fuel for its immediate gasificatio'n when it passes into the combustion chamber. On account of the fact that the parts about the fuel chamber are small, they can be readily constructed so as to resist very high pressure, and by reason of the high pressure, that is, a pressure greater than the compression pressure in the engine cylinder and combustion chamber maintained in this way in the fuel chamber, a very effective injection of the fuel into the combustion chamber occurs. In the operation of the engine the high pressure existing in the fuel chamber 7 exerts considerable force against the rear side of the valve 8, tending to hold it upon its seat. When the plunger 14 moves forwardly the pressure in the duct 17 rises and overcomes the force of the spring 22 and also overcomes this pressure or force on the back of the valve 8. The strength of this spring 22 to a certain extent controls the point, that is, the particular pressure in the fuel chamber 7 at which the valve will open. The tension of this spring may be regulated by the nut 22*. The pressure in the fuel chamber 7 is maintained very high, for instance 1000 pounds per square inch in an engine having a compression pressure in the combustion chamber of 600 pounds per square inch. The amount of fuel assing into the combustion chamber at each injection is relatively verv small so that a substantially continuous high pressure is maintained in the fuel chamber, greatly in excess of the compression pressure which exists periodically in the combustion chamber. Of course at each forward stroke of plunger 14 a slightly increased pressure above the normal will exist in fuel chamber 7 and at this moment the valve 8 opens.

The high pressure combined with the high temperature insures a complete volatilization of all the constituents of the fuel. This tends to prevent the formation of any residue in the heating chamber or its passages. Attention is called to the fact that the injector valve is constructed so that it cannot open simply by reason of pressure in the-fuel chamber. This valve preferably closes by movement in the direction of the combustion chamber to effect this purpose. Attention is called also to the positive control of this valve which is preferably accomplished through such means as the plunger 19.

It is understood that the embodiment of the invention described above is only one of the many embodiments the invention may take, and I therefore do not wish to be limited in the practice of the invention nor in my claims to the form or embodiment described.

What I claim is:

1. A liquid fuel motor having a combustion chamber, in combination with a liquid fuel chamber, a cam-actuated part adapted to move when the motor is driven, means actuated by said cam-actuated part for developing pressure in said fuel chamber, means associated with said cam-actuated part to control the time of operation thereof and change the same with relation to the moving parts of said motor, and a relatively fixed cam for actuating said cam-actuated part, and means for rotatably adjusting the position of said cam on the said axis forward or back with respect to the direction of rotation to regulate the time of actuation of the cam-actuated part by the cam.

2. A liquid fuel motor having a combustion chamber, in combination with a fuel chamber, a rotating member rotating with the shaft of said motor, a pump actuated thereby for feeding fuel to said fuel chamher, a relatively fixed cam for displacing said rotary member laterally to actuate the said pump and means for adjusting said cam in a circumferential direction with respect to the axis of rotation of said motor to control the moment that said pump is actuated.

3. A liquid fuel motor having a combustion chamber in combination with a fuel chamber, a cam having abutments on different radii, a member having a part co-hperating with one of said abutments and having another part coiiperating with the other of said abutments, and means controlled by said last member for efiectin injection of the fuel from said fuel cham l ier into said combustioii chamber.

4. A liquid fuel motor having a combustion chamber, in combination with a fuel chamber, a pump having a. reciprocating plunger, a cam having abutments on differ- 1 inner-es? comhnstion chew, and means for opening said valve by the pressure developed when the said pump is ectnnted. Signed at New York city, N. Y., this 14th day of March, 1918 HENRY ENGEL.

Witnexes:

F. D. AMMEN, 

